Variable tread crane carrier drive assembly



Aug 25, 1959 L. E. TA-LBERT.

VARIABLE TREAD CRANE CARRIER DRNE ASSEMBLY 3 KSheets-Shea?. 1

1N V EN TOR.

A fraz/wi vs 4Filed Feb. l0, 1959 Aug 25, 1959 L. E. TALBERT v 2,901,050

VARIABLE TREAD CRANE CARRIER DRIVEASSEMBLY WZWMWM u @Am/5km Aug. 25,1959 L. E. TALBRT 2,901,050

VARIABLE TREAD CRANE CARRIER DRIVE ASSEMBLY Filed Feb. l0, 1959 5Sheets-Sheet 3 Q I N l /V/ j INVENTOR.

VARIABLE TREAD CRANE CARRIER DRIVE ASSEMBLY Lorraine E. Talbert, MountPleasant, Iowa Application February 10, 1959, Serial No. 792,404

6 Claims. (Cl. ISO-22) This invention relates to crane carriers, andmore particularly to a carrier assembly for a mobile or selfpropelledcrane.

Another object of the invention is to provide a novel and improvedcarrier assembly for use on mobile or selfpropelled cranes, known astruck cranes, the carrier being provided with means for adjusting itstread widths, so that the tread width thereof may be made relativelynarrow for highway use, or may be widened for use at a job location.

A further object of the invention is to provide an improved cranecarrier drive assembly of the variable tread width type, the assemblyinvolving simple parts, having maximum stability, and providingincreased capacity for the crane with which it is employed.

A still further object of the invention is to provide an improved cranecarrier drive assembly which is inexpensive to fabricate, which isrugged in construction, which provides a considerable saving in time inpreparing same for use at a job location, which is adaptable fortraveling on the highway, which has high capacity and is relativelylight in weight, and which is versatile in use.

Further objects and advantages of the invention will become apparentfrom the following description and claims, and from the accompanyingdrawings, in which:

Figure 1 is a top plan view of a crane carrier drive assemblyconstructed in accordance with the present iuvention;

Figure 2 is a vertical longitudinal cross-sectional view taken on theline 2 2 of Figure l;

Figure 3 is a transverse vertical cross-sectional view taken on the line3-3 of Figure l;

Figure 4 is an enlarged transverse vertical cross-sectional view takenon the line 4-4 of Figure 2;

Figure 5 is a fragmentary top plan view, similar to Figure l,illustrating a modified form of crane carrier drive assembly accordingto the present invention; and

Figure 6 is an enlarged cross-sectional view taken on line 6 6 of Figurel, showing the detachable connection between the bell crank and the linkbar of one of the wheel truck lateral adjustment mechanisms.

Referring to the drawings, and more particularly to Figures l to 4, 11generally designates an improved crane carrier assembly according to thepresent invention. The assembly comprises a generally rectangular frame12 of conventional design, comprising a pair of longitudinal side bars13, 13 rigidly connected together by end cross bars 14 and byintermediate cross bars 15, 16 and 17,

' as shown. Additional cross bars may be employed in the frame, notshown.

The frame 12 is provided with' two sets of dual-tired wheels at its rearend portion, shown respectively at 18, 19 and 20, 21. The wheels 18 and20 are journaled to a first longitudinal wheel truck member 22 locatedat the right side of the frame 12, as viewed in Figure 3. saidlongitudinal wheel truck member 22 being pivoted at its intermediateportion on a transverse pivot pin 23. The pivot pin 23 is mounted in abracket member 24 nited States Patent O "ice which is provided with alongitudinal, downwardly facing groove 25 which receives thelongitudinal truck member 22 and in which the truck member 22 isrotatable. The bracket member 24 is provided with the forwardly andupwardly extending, inwardly inclined arm 26 and with the rearwardly andupwardly, inwardly inclined arm 27.

The arm 26 is formed at its end with a sleeve portion 28 which isslidably engaged on a transverse shaft 29 which is mounted between apair of outwardly extending Outrigger brackets 30, 30, rigidly securedto the side bars 13, 13 and extending downwardly and outwardlytherefrom, as shown in Figure 3. The Outrigger bracket members 30 areformed at their outer ends with depending vertical lug portions 32, 32in which the ends of the transverse shaft 29 are secured. A secondtransverse shaft 33 is secured between the side bars 13, 13 above thecross shaft 29 and in the same transverse vertical plane therewith.

The arm 27 is formed at its end with a sleeve portion 34 which isslidably engaged on the transverse shaft 35 rigidly secured between thelongitudinal frame bars 13, 13, substantially at the same level as thetransverse shaft 33, as shown in Figure 2. An additional transverseshaft 36 is secured between a pair of outwardly extending Outriggerbracket members 37', 37' similar to the outrigger bracket members 30,30, the bracket members 37' having depending vertical end lugs, similarto the end lugs 32, in which the ends of the shaft 36 are secured. Theshaft 36 is thus located below, and substantially in the same transversevertical plane as the shaft 35, said shaft 36 being substantially at thesame level as the transverse shaft 29.

The dual-tired wheels 19 and 21 are journaled in a longitudinallyextending wheel truck member 37 which is pivoted at its intermediateportion on a transverse pivot shaft 38 which is mounted in theintermediate portion of a longitudinally extending bracket member 39.The bracket member 39 is provided with the forwardly and upwardlyextending inwardly inclined arm 40 and the rearwardly and upwardlyextending, inwardly inclined arm 41. The arm 40 is provided at itsforward end with a sleeve portion 42 which is slidably engaged on thetransverse shaft 33, and the arm 41 is provided at its rear end with asleeve portion 44 which is slidably engaged on the shaft 36.

As shown in Figure 3, the bracket member 39 is formed with a downwardlyfacing groove 39' in which the longitudinally extending wheel truckmember 37 is rotatable, in the same manner as the longitudinallyextending wheel truck member 22 is rotatable in the bracket member 24,previously described. Thus, the respective wheel truck members 2 2 and37 are freely rotatable, independently of each other, on the respectivepivot shafts 23 and 38, allowing the wheels 18, 20 and 19, 21 to adjustthemselves independently of each other to irregularities of terrain overwhich the crane carrier travels. The wheel truck members 22 and 37 arealso independently adjustable so that when the frame 12 is in astationary condition, for example, in a job location, the respectivepairs of wheels 18, 20 and 19, 21 will adjust themselves toirregularities in the terrain and will distribute the loads on thewheels in a uniform manner.

As will be readily apparent from Figure l, the respective bracketmembers 24 and 39, and the wheel truck members associated therewith arelaterally adjustable on the transverse shaft 33, 29, and 35, 36. rl`hus,the dualtired wheels may be adjusted to inwardly moved positions, forexample, as shown, at the right side of frame 1-2 in Figure l, so thatthe tread widths of the carrier will be within the legal limits requiredfor highway travel. However, the wheels may be adjusted laterally totheir outermost positions, for example, as shown at the left side of theframe 12 in Figure 1, to provide maximum thread widths, and highstability when the carrier is at a job lo,- cation.

Any suitable means may be provided for adjusting the bracket members andwheel trucks laterally when desired. Thus, as shown in Figure l,respective bell cranks 45 and 46 may be pivoted to the cross bar 15 at47 and 48. The long arm of the bell crank 45 is detachably connected toa link bar 49, which is in turn pivotally connected to a collar member50 engaged on the end of the pivot shaft v23 and rigidly connected byarms 51, 51 to the wheel truck member 22. As shown in Figure 6, bellcrank 45 may be connected to link bar 49 by a pivot bolt 45 provided atits top end with a detachable nut 49. The bell crank 46 is detachablyconnected to a link bar 57 in the same manner. A jack screw 53 has oneend thereof rotatably connected there to a sleeve member 54 which ispivotally connected to the short arm of the bell crank 45, as shown inFigure l. The jack screw 53 is threadedly engaged through a cooperatingnut member 55 rigidly secured to the transverse cross member 14, the endof the jack screw 53 projecting rearwardly and being formed with anoncircular head 56 engageable by a suitable wrench. Similarly, the longarm of the bell crank 46 is detachably connected to link bar 57 which inturn is pivotally connected to a collar member 58 engaged on the end ofthe pivot shaft 38, the collar member 58 being rigidly connected by arms59, 59 to the truck member 37. The short arm of the bell crank 46 ispivotally connected to a sleeve member 60 in which is rotatably securedthe ends of a jack screw 61 which is threadedly engaged through a nutmember 62 secured to the rear cross bar 14. The end of the screw 61 isformed with a noncircular head portion 63 engageable by a suitablewrench for rotating the jack screw.

The pivot shafts 23 and 38 are rigidly secured in any suitable manner tothe bracket members 24 and 39, whereby the respective truck members 22and 37 are freely rotatable on the pivot shaft relative to theirassociated bracket members 24 and 39.

The lateral adjustment of the wheels 18, 2) and 19, 21 is performed byfirst attaching bell cranks 45 and 46 to link bars 49 and 57 and thenrotating their respective jack screws 53 and 61, whereby the respectivebell cranks 45 and 46 actuate the wheel supporting assemblies to movethem inwardly or outwardly, depending upon the direction of rotation ofthe jack screws 53 and 61.

In the modification shown in Figure 5, lateral adjustment of the wheels18, 20 and 19, 21 is accomplished by means of respective fluid pressurecylinders 70, 71 secured transversely to the main frame, for example, toan auxiliary longitudinal center bar member 72 secured in the frame, thecylinder 70 being provided with a piston 73 having a piston rod 74 whichis detachably connected to the collar member 58. The cylinder 71 isprovided with a piston 75 having a piston rod 76 which is detachablyconnected to the collar member 50. The cylinders 70 and 71 are connectedthrough suitable valves to a source of fluid pressure, so that whenfluid pressure is applied to move the pistons 73, 75 outwardly, namely,to extend the respective piston rods 74 and 76, the wheels will beadjusted outwardly. Conversely, when fluid pressure is applied to movethe pistons 73, 75 inwardly, namely, to retract the piston rods, thewheels will be adjusted inwardly.

Each dual-tired wheel 19, 21, 18 and 20 is mounted on an axle Sjournaled in its associated wheel truck, in the manner illustrated inFigure 4, wherein the dual wheel assembly 19 is shown and illustratesthe structure employed for the other wheels. The wheels include brakedrums 81 which cooperate with brake shoes 82 in a conventional manner,the brake shoes forming part of a conventional brake assembly providedfor each wheel and 4 carried by the associated wheel truck, for example,the truck 37 in Figure 4.

Each axle has secured thereon a Worm gear 83 which is located within theassociated wheel truck member, for example, the truck member 37 inFigure 4, the worm gears of each truck member being engaged by a commonworm 84 Which is journaled longitudinally in the associated truck memberand which is connected to a conventional longitudinally extensibletransmission shaft 85 through a universal joint 86.

As shown in Figure 1, the worm members 84 project from the forward endsof the respective truck members and are connected at said forward endsto the transmission shafts 85 by universal joints 86. The ends of thetransmission shafts 85 are connected by universal joints 87 torespective drive shafts of a transversely extending gear unit 88 mountedon the frame 12 and operated by a power shaft 89 which is suitablyconnected to a source of power, for example, to a power take-off shaftof the crane prime mover. Thus, the input shaft 89 delivers torquesimultaneously rotating the respective worms 84 and simultaneouslydriving all of the wheels 18, 20, 19 and 21.

From the above description, it will be readily apparent that theassembly thus described is self-propelled and may be readily adapted forroadway travel by adjusting its wheels to their inwardly arrangedpositions, for example, the positions of the wheels 18, 20 at the rightside of the frame in Figure 1. The carrier is also mobile andself-propelled when the wheels are adjusted to their outermostpositions, for example, the position of wheels 19, 21, shown at the leftside of the frame 12 in Figure l, since torque may still be transmittedthrough the transmission shaft 85 in said outermost positions of thewheels.

The above description has been limited to the rear wheels of a cranecarrier drive assembly. Obviously, the frame 12 may be supported at itsforward portion by a similar drive assembly, or by any other suitablewheeled supporting assembly.

While a specific embodiment of an improved crane carrier drive assemblyhas been disclosed in the foregoing description, it will be understoodthat various modifications within the spirit of the invention may occurto those skilled in the art. Therefore, it is intended that nolimitations be placed on the invention except as defined by the scope ofthe appended claims.

This application is a continuation-in-part application of applicationSerial No. 617,726, filed October 23, 1956, now abandoned.

What is claimed is:

l. In a crane carrier drive assembly, a main frame comprising a pair oflongitudinal side bars and cross bars rigidly connecting said side bars,two pairs of vertically spaced transverse shafts secured between saidside bars, one pair being spaced longitudinally from the other pair, afirst pivot shaft at one side of the main frame, a longitudinal wheeltruck pivoted to said pivot shaft, a supporting bracket secured to saidpivot shaft, respective oppositely extending arms on said bracketslidably counected to the upper transverse shaft of one of said pairsand the lower transverse shaft of the other of said pairs, a secondtransverse pivot shaft at the other side of said main frame, a secondlongitudinal wheel truck pivoted on said second pivot shaft, a secondsupporting bracket secured to said second pivot shaft, oppositelyextending arms on said second bracket slidably connected to the lowertransverse shaft of said one pair and the upper transverse shaft of saidother pair, and means for adjusting said wheel trucks and bracketslaterally on said transverse shafts.

2. In a crane carrier drive assembly, a main frame comprising a pair oflongitudinal side bars and cross members rigidly connecting said sidebars, two pairs of vertically spaced transverse shafts secured betweensaid side bars, one pair being spaced longitudinally from the otherpair, a first transverse pivot shaft at one side of the main frame, alongitudinal wheel truck pivoted to said pivot shaft, a supportingbracket secured to said pivot shaft, respective oppositely extendingarms on said bracket slidably connected to the upper transverse shaft ofone of said pairs and the lower transverse shaft of the other of saidpairs, a second transverse pivot shaft at the other side of said mainframe, a second longitudinal wheel truck pivoted on said second pivotshaft, a second supporting `bracket secured to said second pivot shaft,respective oppositely extending arms on said second bracket slidablyconnected to the lower transverse shaft of said one pair and the uppertransverse shaft of said other pair, means for adjusting said wheeltrucks and brackets laterally on said transverse shafts, respectivetransverse axles journaled on said wheel trucks, and common drive meansdrivingly coupled to said transverse axles.

3. In a crane carrier drive assembly, a main frame comprising a pair oflongitudinal side bars and cross bars rigidly connecting said side bars,two pairs of vertically spaced transverse shafts secured between saidside bars, one pair being spaced longitudinally from the other pair, asupporting bracket at one side of the main frame, a longitudinal wheeltruck pivoted to said supporting bracket, respective oppositelyextending arms on said bracket slidably connected to the uppertransverse shaft of one of said pairs and the lower transverse shaft ofthe other of said pairs, a second supporting bracket at the other sideof the main frame, a second longitudinal wheel truck pivoted to saidsecond supporting bracket, respective oppositely extending arms on saidsecond bracket slidably connected to the lower transverse shaft of saidone pair andthe upper transverse shaft of said other pair, and means foradjusting said wheel trucks and brackets laterally on said transverseshafts.

4. In a crane carrier drive assembly, a main frame comprising a pair oflongitudinal side bars and cross members rigidly connecting said sidebars, two pairs of vertically spaced transverse shafts secured betweensaid side bars, one pair being spaced longitudinally from the otherpair, a rst transverse pivot shaft at one side of the main frame, alongitudinal wheel truck pivoted on said pivot shaft, a supportingbracket secured to said pivot shaft, respective oppositely extendingarms on said bracket slidably connected to the upper transverse shaft ofone of said pairs and the lower transverse shaft of the other of saidpairs, a second transverse pivot shaft at the other side of said mainframe, a second longitudinal wheel truck pivoted on said second pivotshaft, a second supporting bracket secured on said second pivot shaft,respective oppositely extending arms on said second bracket slidablyconnected to the lower transverse shaft of said one pair and the uppertransverse shaft of said other pair, respective link bars pivoted tosaid main frame, means detachably connecting the respective link bars tothe wheel trucks, and respective jack shafts threadedly engaged with themain frame and drivingly coupled to said link bars, said link barsserving to shift the wheel trucks and brackets laterally.

5. In a crane carrier drive assembly, a main frame comprising `a pair oflongitudinal side bars and cross members rigidly connecting said sidebars, two pairs of vertically spaced transverse shafts secured betweenside bars, one pair being spaced longitudinally from the other pair, arst transverse pivot shaft at one side of the main frame, a longitudinalwheel truck pivoted on said pivot shaft, a supporting bracket secured tosaid pivot shaft, respective oppositely extending arms on said bracketslidably connected to the upper transverse shaft of one of said pairsand the lower transverse shaft of the other of said pairs, a secondtransverse pivot shaft at the other side of said main frame, a secondlongitudinal wheel truck pivoted on said second pivot shaft, a secondsupporting bracket secured on said second pivot shaft, respectiveoppositely extending arms on said second bracket slidably connected tothe lower transverse shaft of said one pair and the upper transverseshaft of said other pair, respective transverse uid pressure cylindersmoun-ted on said main frame between the wheel trucks, pistons in saidcylinders, and means drivingly connecting said pistons to the bracketsfor adjusting said wheel trucks laterally on said transverse shafts.

6. In a crane carrier drive assembly, a main frame comprising a pair oflongitudinal side bars and cross members rigidly connecting said sidebars, two pairs of vertically spaced transverse shafts secured betweensaid side bars, one pair being spaced longitudinally from the otherpair, a rst supporting bracket located at one side of the main frame, afirst longitudinal wheel truck piv oted to said supporting bracket,respective oppositely extending arms on said bracket slidably connectedto the upper transverse shaft of one of said pairs and the lowertransverse shaft of the other of said pairs, a second supporting bracketat the other side of said main frame, a second longitudinal wheel truckpivoted to said second supporting bracket, respective oppositelyextending arms on said second bracket slidably connected to the lowertransverse shaft of said one pair and the upper transverse shaft of saidother pair, means for adjusting said wheel trucks and brackets laterallyon said transverse shafts, respective transverse axles journaled on saidwheel trucks, and common drive means drivingly coupled to saidtransverse axles.

No references cited.

